smallspy

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  1. Electrification is much more expensive up front, yes. But the equation isn't so cut-and-dried, either. If you're only running one or two trains a day, you'll never recoup the additional costs of the installation and the equipment required of electrification. But if the service is going to be more frequent - especially once you get into the realm of half-hourly for any stretch of time - electrification becomes cheaper in the long run. By the by, my point about the Siemens trainsets is that at this point no one knows what their maintenance costs will end up being like. If one were to consider only Siemen's track record of late, it wouldn't sound promising, either - although I'm willing to give them the benefit of the doubt, as the ACS-64s seemed to be well-liked by the Amtrak crews and maintenance staff alike. Dan
  2. In this case, this is something else. The artics have had numerous software updates over their years of service. This may very well have been a problem that manifested itself only with their most-recent update. There could be any number of different reasons. Different installed equipment, different software update, to name but two of the most obvious. Dan
  3. This agrees with the TTC's own reports and plans. They feel that the T1s are old enough and the process difficult enough to not warrant the installation of the ATO/ATC onboard equipment. Thus, they will be retired when the time comes to install ATC/ATO on the B-D line. (Of course, by the time those systems are installed, it will be time to replace the T1s anyways.) This, in concert with the reconfiguration and simplifcation of the signalling contracts, is also why they reconfigured the TR contract to build the 6 4-car trainsets for Sheppard. Dan
  4. So what? It's not like sending a man to the moon - all of the technologies and skill-sets are out there and in place already. All that is being suggested is that we bring some of that here to Canada. I think that you are mistaking high speed for "high speed". It doesn't seem like they are looking at running 300+ km/h, but rather a standard that is a bit more - well - reasonable. And again, why? How much electrified track did China have before they started building their high speed lines? France? Germany? Many of the regions within those countries that the high speed lines now run to didn't have any form of electrification prior to the opening of the lines. England electrified the East Coast Main Line in the 1980ies and immediately began running trains at 125mph on it - was it wrong of them to do that, too? By the way, don't think that Acela is so special. The Metroliners and TurboTrain were supposed to be doing those same speeds in the 1960s. You may want to brush up on your history of the ICE TDs. For all of their troubles, they had been providing generally headache-free service for the past 10 years in Germany and Denmark until being retired late last year. Less expensive - how? Considering how new those Siemens sets are, I don't think that it's fair to assume anything just yet. Dan
  5. If you go back 30 or 40 years, the passenger loads were probably pretty close to equal. Railfans who rode back then certainly seem to think that to be the case. Since then, however.... These plans have been underway for over 3 years now - this is not a pre-election "surprise" by any stretch of the imagination. As for why the Province is doing it? VIA doesn't seem to be nearly as interested in the area south-west of Toronto as they do to the north-east, thus why the Province is stepping in. Dan
  6. We took the #1 arriving in Edmonton last Friday, and despite leaving Toronto an hour late the train was consistently early until a couple of hours east of Edmonton - where we then proceeded to lose so much time as to arrive in Edmonton an hour late. Dan
  7. The 3 or 4 cars used on the 604 were all based at Roncy. Because of that, and the fact that all of the trackage on Spadina at the time was non-revenue, it was felt that there really wasn't a need to have additional curves or switches at King and Spadina. It wasn't really a viable option to send cars south to short-turn, and the likelihood of a car going to or from the 604 needing to detour was deemed to be low enough to not warrant it. I'm sure part of it was that the tracks just weren't used very much. I spent a fair amount of time around Spadina growing up, and I honestly can't remember ever seeing a streetcar on it. I know that it was used - I've seen photos of detours and short-turns - but I never once saw it myself. Dan
  8. There's a good chance that they probably do. But when the tracks are to be left in the ground for 20 years or more, you don't necessarily have to rush these things, either. Dan
  9. Oh, they do that kind of thing at other properties too. You're going to have bad apples everywhere. But when the TTC carries something like 75% of all of the public transit ridership in the GTHA, it's going to get most of the airplay in terms of these kinds of things. Dan
  10. If you have to ask, you don't need to know. Dan
  11. ALRVs are not allowed up on St. Clair not because they can't manage the hill - they can, and quite easily in fact - but rather that if one become disabled on the way up there that another ALRV can have difficulty pushing the disabled car up the hill depending on the weather. The issue with Harbourfront wasn't that an ALRV can't pull or push another up the incline - they can do that quite easily - but rather that there was no way to see the tail of the car on the platform at Union Station, and so it was felt to be a safety issue. This was solved by having someone stationed on the platform to shoo people away from the track as the cars leave. That there was limited clearance for manually cranking off the discs in the event of an air issue was also seen as a secondary reason, but one that they would be willing to overlook. Dan
  12. Another term for a track switch. Dan
  13. Of course it's rosy. Look at what they are quoting - Grande West's own investor presentations. This article is not an in-depth research piece. Dan
  14. They're also taking the time to cut in some of the turnouts for the second track at Concord and Snider North as well. Dan
  15. There are no tailtracks to speak of at Tunney's Pasture as the busway will continue to be in service upon the opening of the line. Dan